Marine reversing-gear.



J PETRELLI.

MARINE REVERSING GEAR.

APPLICATION IILED JULY 8,1908.

937,090, Patented Oct. 19, 1909.

2 SHEETS-SHEET 1 1 ,I-M, I

.monm'b. GRAMAH 00., PHOYO-LITNOGRAFNERS. wasrunsm, o t.

J. PETRELLI. MARINE REVBRSING- GEAR. APPLICATION FILED JULY a, 1908.

937,090. *Paten1ied0ct. 19, 1909. 2 SHEETS-SHEET 2.

J? O O I 0 ho M' 55521 f i ANDREW- a. mum! m1 mro-mmanmlms. WAMMG ON. a(1 JOSEPH PETRELLI, OF NEW HAVEN, CONNECTICUT, ASSIG-NOR TO THE SNOW &

PETRELLI 00;, OF HAVEN, CONNECTICUT, A CORPORATION.

MARINE anvnasrue-esna.

Specification of Letters Patent.

Patented Oct. 19, 1909.

I Application .filecl July 3, 1908. Serial No. 441,791.

To all whom it may'concem:

Be it known that I, Josnrn PETRELLI, a citizen of the United States,residing at New Haven, in the county of New Haven and State ofConnecticut, have invented a new and useful Improvement in MarineReversing-Gears; and I do hereby declare the following, when taken inconnection with the accompanying drawings and the numerals of referencemarked thereon, to be a full, clear, and exact description of the same,and which said drawings constitute part of thisspecification, andrepresent, in-

Figure 1 a view in verticalsection of ma rine reversing gearsconstructed in accordance with my invention. Fig. 2 a detached view inelevation showing the gear-case, the

friction cone and the brake-band, the cover of the gear-case beingremoved and the flange of the driven shaft. Fig. 3 a detached viewshowing the flange of the driven shaft. Fig. 4 a detached broken view inside elevation of the driving shaft. Fig. 5 a detached view of thedriving gear. Fig. 6 a broken plan view showing a portion of themechanism employed for contracting the brakeband upon the gear-case.Fig. 7 a sectional view of the positive clutch mechanism on the line a-Zof Fig. 1. Fig. 8 a detached face view of the clutch-collar carried bythe driving shaft which is shown in transverse section.

My invention relates to an improvement in marine reversing gearsdesigned with particular reference for use in conjunction with withgasolene engines in motor boats, the object being to produce aconvenient, reliable and effective device constructed with particularreference to compactness of form, to lightness and to taking the loadwith the minimum of shock. Furthermore the device being self-contained,is easily applied.

With these ends in view my invention consists in certain details ofconstruction and combinations of parts as will be hereinafter describedand pointed out in the claims.

In carrying out my invention as herein shown, I employ a chambereddriving-shaft 2 which receives the engine-shaft, not shown. The saidshaft is formed with a long running-bearing 3 upon which the gear-case 4is in efiect mounted. The said bearing 3 is formed with a stem 5 whichcarries the driving-gear 6 the inner face ofv which is formed withrecesses 7 receiving square shoulders 8 responding driven gears 12located opposite corresponding face formed within the tatered into atapered recess 10 in the outer 6oface of the gear, the edge of the nutbeing formed with a corresponding taper 11 for frictionally securing itagainst turning loose. The said driving-gear 6 meshes into two coreachother and mounted upon shafts 13 also carrying driven pinions 14 whichmesh into an annular or ring-like fulcrum gear 15 secured to theconcentric hub 16 of the gear case 4. The inner ends of the shafts1311111 in bushings 17 in a circular flange 18 formed integral with theinner end of the driven shaft 19 which is sometimes spoken of as thestub-shaft, and which is connected to the propeller shaft, not shown.The outer ends of the said shafts 13 run in bushings 20 located in'theouter end of the tapered friction cone 21 to which the flange 18 issecured by screws not shown passing through holes 23 in the said flangeas seen in Fig. 3.

The inner face of the fulcrum gear 16 is formed with a recess 24 for thereception of a steel washer 25 which receives the thrust of thedriving-gear 6 when the same is moved from left to right with thedriving shaft 2 when the mechanism is reversed. The said cone 21 hassliding bearing upon the hub 4 so as to permit its exterior face to bebrought into frictional contact with a pered outer end of the gear casefor the purpose of frictionally coupling the cone 21 with the case fortheir rotation together, whereby the driving and driven shafts areconnected together and the power of the engine transmitted to thepropeller. The gear-case and cone together form what I may call theinside friction clutch of the device. I thus provide a bearing for theouter end of the cone upon the gear-case 4 andthereby supplement thebearing of the driven shaft. The said driven-shaft has its main bearingin a hole 26 formed in the center of a circular cover 27 secured bybolts 28 to the inner end of the gear-case 4. A clutch-cone 29 slidingupon the driven-shaft 19 coacts with the cam-like outer ends of twobell-crank levers 3O hung upon studs 31 mounted in the cover 27 the saidlevers being provided with adjustable screws 32' the in ner ends ofwhich coact with extending through the cover 27 and engaging with a'thrust-ring 34 which in turn en-. gages with the flange 18 of thedriven-shaft. The said cone 29 is carried by a yoke 35 swiveled in avertically arranged handle lever 36 having its lower end pivoted to alever 37 pivoted about midwayof its length to a lug 38 upon the lowerface'of a brake:

band 39 let into an annular recess 40 in the circumference of thegear-case 4 and providing for. reversing the shaft 19, and hence thepropeller by gripping the gear-case 4 so as V to prevent it fromrotation with the driving shaft 2, whereby the gears and pinions alreadydescribed. are brought into play for reversing the rotation of the coneand hence the rotation of the driven shaft. The gearcase and brake-bandtogether form what I may call the outside friction brake of the device.

To clamp the brake-band 39 upon the gear-case 4 I employ a horizontallink 41 pivoted at one end to the handle-lever 36 and at its oppositeend to a link 42 secured to a threaded shaft 43 supported at its ends incars 44 and 45 extending upward from the ends of the band. The saidshaft 43 is V furnished at one end with a head 46 carrying a screw 47coacting with a cam-surface 48 formed upon the outer face of the ear 44.Supposing the handle-lever 36 to be pulled from right to left or outwardfor the purpose of reversing the propeller, the links 41,

42, will be moved correspondingly, whereby the screw 47 will be forcedto ride up the steep portion of the cam 48 with the result of drawingthe ears 44 and together so as ,to clamp the band 39 upon the gear-case4. 'This is what might be called the quick movement of the band, thefinal gripping of the band upon the case being effected by the threadingof the shaft 43 into the ear 45.

. ilvhen the handle-lever 36 is pushed inward,

the links 41 and 42 will be moved in the opposite direction and theriding of the screw 47 down the steep pitch of the cam 48 will effectthe quick release of the band 39 from the gear-case 4.

50 T 0 provide for positively coupling the driven-shaft 19 with thedriving shaft 2, or in other words, to provide for positively connectingthe propeller-shaft with the engine shaft after the latter has been, soto speak,

picked up by friction, I employ a link 45.) connected at its outer endwith the links 41 and 42 and having its inner end connected with avertical lever 50 the lower end of which is pivoted to the extreme innerend of the lever 37. The said lever 50 carries a sleeve 51 held by a key52 against rotation upon the outer portion 53 of the gear case hub 16,the said sleeve 51 being formed upon -its outer face with lugs wherebyitis interlocked with a clutch collar 54 carried by the plungers' 33driving shaft 2 and having corresponding lugs.

Although I have already to a certain extent, described the operation ofmy improved -mechanism in connection with the descriptio-n of itsconstruction, I will briefly set forth the mode of its operation.

Supposing the engine to be running and the handle-lever to be in itsintermediate po- -sition, the gears and pinions will be idly operatedwithout transmitting any power to the propeller shaft for the reasonthat neither the friction-clutch, nor the positive clutch, nor thefriction-brake are in operation. If new the handle-lever be pushedforward, the gear-case and cone fornnng the internal frictionclutch,will be frictionally coupled together whereby the driving shaft and thedriven shaft will be coupled together through the medium of the gearswhich will in effect constitute a lock. The propeller shaft will now bedriven in the same direction as the engine shaft, while all of the gearsremain at rest. If the handle-lever is pushed to the limit of itsforward movement the internal friction clutch will be supplemented bythe positive clutch. hen the handle-lever is pulled rearward, or towardthe person using it, the brake-band forming the friction-brake is causedto firmly grip the gear-case, whereby the same is firmly locked againstrotation and with it the fulcrum gear 15 which now constitutes thecenter of a planetary movement of the driven gears and driven pinions.This effects the reverse rotation of the driven shaft and hence of thepropeller shaft,for, although the gear-case is locked against rotation,as well as the fulcrum-gear, the driving shaft continues to be rotatedby the engine with the effect of operating the driving gear 6 which inturn operates the driven gears 12 and the driven pinions 14 which arecarried by the flange 18 of the driven shaft 19 which is reverselyoperated.

I claim:

1. In marine reversing gears, the combination with a driving shaft forconnection with the engine shaft and a driven shaftfor condriven shaftbeing provided with a flange of a driving gear mounted upon the drivingshaft, a driven gear and a driven pinion carried by the said flange, thedriven gear meshing into the driving .gear carried by the driving shaft,a gear-case mounted upon the driving shaft, a fulcrum gear carried bythe said case and meshed into by the driven pinion aforesaid, and afriction clutch between the driven shaft and the gear-case.

2. In marine reversin gears, the combination with a driving shaft and adriven shaft, of a gear case mounted upon the driving shaft, a frictioncone carried by the driven shaft and arranged to coact with thegearnection with the propeller shaft, the said '5. means for mg the caseagainst rotatlon to bring into If 3: tion with case to form a frictionclutch, gears andpinions connecting the two shaftsand case and gear-casemounted upon the driving shaft, a

cone located within the said case and carried by the driven shaft, meansfor frictionally coupling the cone with the gear case for thetransmission of the motion of the driving shaft to the driven shaft,gears tcrnal friction brake for the gear-case, and

applying the said brake for holdplay the reversing or gears and pinions.

4. In marine reversing gears, the combinathe driving thereof, of agear-case mounted upon the driving shaft, a cone located within the saidplanetary action ofthe case and carried by the driven shaft, gears andpinions located within the said cone and -connecting the two shafts andcase, means engaging the cone wlth the gear-case, a frlctlon brake forthe gear-case,

for frictionally and a positive clutch and the driving shaft. 1

5. In marine reversing gears, the combination with a driving and adriven shaft, of a gear-case mounted upon the driving shaft, a

between the gear-case friction cone located within the said gear-- caseand carried by the driven shaft, gears and pinions located within thesaid cone and connecting the said shafts and case, a positive clutchbetween the driving shaft and the gear-case, a friction brake for thegear case, a handle-lever, and connections between the said cone, clutchand brake and handle-lever, whereby the said cone, clutch and brake areoperated thereby.

6. In marine reversing gears, the combination with a driving and adriven shaft, of a gear-case mounted upon the driving shaft, a frictioncone located within the gear case and carried by the driven shaft andmovable into and out of frictional engagement with the gear case, gearsand pinions connecting the two shafts and case and normally idle butoperating to reverse the driven shaft when the said gear-case is heldagainst rotation, plungers mounted in the case for longitudinally movingthe cone, and means also carried by the gear case for operating the saidplungers.

7. In marine reversing gears, the combination with the driving anddriven shafts thereof, of a gear-case mounted upon the driving-shaft, afriction cone located Within the gear case and carried by thedriven-shaft, gears and pinions located within the friction cone andconnecting the said shafts and case,

and pinions connecting the said shafts and case, an exand driven shaftsa cover for the gear-case, plungers mounted in the said cover forcoaction with the fricillOlICOI'lG to move the same into frictionengagement with the gear case, one or more bell-crank levers carried bythe gear-case cover for operating the said plungers, and a cone locatedupon the driven shaft for operating the saidbell-crank lever or levers.

8. In marine reversing gears, the combination with the driving and thedriven shaft, of a gear-case mounted upon the driving shaft, a frictioncone carried by the driven shaft and located within the gear case, gearsand pinions located within the friction cone and. connecting the twoshafts and gear case, plungers carried by the gear-case, a thrust ringinterposed between the said plungers and the friction cone, bell-cranklevers carried by the gear case for operating the plun gers, and a coneconcentric with the driven shaft for operating the bell-crank levers.

9. In marine reversing gears, the combination with the driving anddriven shafts thereof, of a gear-case mounted upon the driving shaft, afriction cone carried by the driven shaft and located within the gearcase, means for moving the cone laterally within the gear case forfrictionally engaging it therewith, a cover for the said cone, a drivinggear mounted upon the driving shaft, one or more driven gears and drivenpinions journaled in the cone and its cover, the driven gear or gearsbeing meshed into by the said driving gear, and a fulcrum gear mountedupon the gear case and meshed into by the driven pinion or pinions.

10. In marine reversing gears, the combination with the driving shaft,of a driven shaft provided with a circular flange, a gearcase mountedupon the driving shaft, a friction cone carried by the said flange andlocated within the gear'case, and gears and pinions interposed betweenthe said shafts and the gear case for connecting the same, including oneor more driven gears and one or more driven pinions j ournaled in thesaid flange and cone.

11. In marine reversing gears, the combination with the driving anddriven shafts, of a gear-case mounted on the said drivingshaft, gearsand pinions for connecting the said shafts and gear-case including afulcrum gear and a driving gear, and a washer interposed between thedriving gear and the fulcrum gear.

12. In marine reversing gears, the combination with a driving and adriven shaft, of a gear-case mounted upon the drivingshaft, a frictioncone located within the gear case and carried by the driven-shaft, gearsand pinions located within the said cone and connecting the two shaftsand the gear-case, a brake-band applied to the gear case for holding thesame against rotation, a handle lever, connection between the saidhandlelever'and the brake'band for-applying the latter, and a leverconnecting the lower end of the said handle-lever \vith'the'lower" por-.t1on 'ofthe brake band.

13. Inmarlnereverslng gears, the combination with a driving and a drivenshaft,

of a gear-case mounted upon the driving shaft, a friction conecarried'bythe driven shaft and located within the said case in which it islaterally movable, gears andp111- lons for connecting the said shaftsand case,

mechanism for laterally moving the fric'-"- hination with a drivingshaft and a driven shaft, of a gear-case mounted upon the said drivingshaft, a friction clutch carried by the driven shaft, a positlve clutchcarriedby the driving shaft for supplementing the said frlctlonclutch,gears and plnions connecting the two'shafts and case and normally 1dle,but operating the driven-shaft when the gear case is held againstrotatiommeans forconsecutlvely applying the said clutches andreleasingthem in the reverse order of clutches are released;

15; In 'marine reversing gears, the combination with a driving'shaft anda driven shaft:, of *means'interposed between the two -shafts'for'transmittingthe rotation of the iformerto the latter, including afriction clutch, a positive clutch to supplement the friction clutch,and means for consecutively applying the said clutches and releasingthem 'in the reverse order of their application.

16. In marine reversing gears, the combination' with a driving shaft anda driven shaft, of a gear-case mounted upon the driving shaft, gears andpinions interposed between the two -v shafts and case, a frictiontclutch for locking the said gears and pinions and hence connecting thetwo shafts, a positive clutch interposed between the driving shaft andthe gear-case for connecting the same, and means for consecutivelyapplying the-said clutches and releasing them 1n the treverse order oftheir application. Intestimony whereof, I have signed this specificationin the presence of two subscribing witnesses.

l i case against'rotationat which time 1 both 1 l l l.

JOSEPH PETRELLI. \Vitnesses Fmsnnmo C. EARLE,

CLARA L. WEED.

